Otates jralrlnt



(No Model.)

G. D. VADERSEN.

MOTOR.

Patented Sept. 30

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MWMWQMM ATTORNEYS UNITED STATES PATENT tries.

GLAUS DANIEL VADERSEN, OF NEYV YORK, N. 'Y.

MOTOR.

SPECIFICATIQN forming part of Letters Patent No. 306,039, datedSeptember 30, 1884.

(No model.)

To all whom i2? may concern.-

Be 1t known that I, OLAUS DANIEL VADER- SEN, a citizen of Germany,residing at New York, in the county and State of New York,

have invented new and useful Improvements in Motors, of which thefollowing is a specification.

This invention consists in a novel construction of motor, wherebyprovision is made for storing up any surplus energy which may begenerated.

The invention further consists in a novel arran gement of the inlet andoutlet valves, so that said valves can be readily thrown into or out ofoperation, as required, either for operating;

or stopping the device, or for storing up surplus energy. m

In the accompanying drawings, Figure 1 shows a side view of my motorapplied to a vehicle or car, partly in section. Fig. 2 is a plan view ofthe same, the body of the vehicle or car being removed. Fig. 3 shows amanner of operating the valves, the cylinder A being shown in horizontalcentral section. Fig. 4 1s a horizontal central section of a cylinder.

The remaining figures represent details, and will be hereinafterreferred to.

Similar letters indicate corresponding parts.

The letter 0 indicates a reservoir or tank, which is shown in thedrawings as arranged in front of and underneath a car or vehicle, andwhich is adapted to be filled with compressed air or gas from somesuitable reservoir, or by a forcing-pump, or in any other suitablemanner. This tank or reservoir Ois shown made in several parts orsections; but the sections should be in free communication with oneanother by tubes or passages.

An advantage of having the tank C made in several sections is, that ifone section should leak or get out of order, it can be shut off,lea-ving the other sections still operative. It may also be well inconstructing the tank 0 to make one side or part somewhat weaker thanthe rest, so that in case the tank should burst it will burst at theweak part, and thus diminish the liability of injury being done. Suchweak part should, of course, not be made so weak as to interfere withthe efficiency of the device. It may also be noticed that the tank 0, ifon a car or vehicle, may be filled either at the main station alone orat various waystations along the route, as required; or a tube or seriesof tubes may be laid along the route of the car for conveying compressedair or gas, and from said tubes the tankO may be filled as occasionrequires. .From the tank 0 the compressed air flows through adelivery-valve, D, Figs. 3 and 4, into the cylinder A. By means of asliding valve, G, operated by eccentrics or otherwise, the compressedair enters the cylinder A first through the port H, and then through theport I, communicating a reciprocating or backward and forward motion tothe piston B. I This part of the operation of the mechanism resemblesthe operation of cylinders and pistons in steam-engines, and need not bemore specifically described.

Vhen the vehicle is passing along a level, or up an incline, thecommunication between the tank 0 and the cylinder Ais open, and thepiston B revolves the driving-wheels; but on the vehicle descending agrade motive power for propelling the vehicle is not required, and thedelivery-valve Dis closed, as also the secondary delivery-valves E E,thus closing theports H and I. The inlet-valves D E may respectively beoperated through levers or arms J F F. The lever or arm J is shown asconnected to an operating-rod, 0, connected by a rack and pinion withthe crank handle or wheel 1, Figs. 2 and 3. A similar operating-rodextends from the lever J to the other end of the car, and there connectswith a similar crank handle or wheel, 1, so that the lever J can beoperated from either end of the car or vehicle. The levers F areconnected toa pair of operating-rods, b, extending one to one end of thevehicle and one to the other end and operated by crank handles or wheels2. The two levers F may be joined together by a connecting-rod, so as tooperate simultaneously.

The handles or wheels 1 and 2 are shown in duplicate at each end of thevehicle, and the cylinder A and operating devices are arranged induplicate, one series on each side of the vehicle, and soeonstructedthat one cylinder, A, may be in operation, and the other oneout of operationas, for example, when the vehicle is lightly loaded,thus avoiding the expenditure of superfluous energy. \Vhen the vehicleis passing down an incline or grade, as already stated, thedelivery-valves D E are Lil closed and the vehicle proceeds from its ownweight.

To store up the energy or part of the energy generated by the descent ofthe vehicle, the following arrangement is provided: At the ends of thecylinder A are connected, respectively, two injection-valve casings, KL, each having two vent-valves, d e, and communicating with the interiorof the cylinder. The two injectioirvalve casings are of likeconstruction, and one is shown in the detached partial sectional view,Fig. 7. \Vhen the pisten 13 moves in the direction of the arrow, Fig. 4,it forces the air in front of it into the ini ection-valve casin g K,closin g the vent-valve d on its seat and opening the vent-valve e of thecasing K. The vent-valve 0 controls the communication of the casin gwith apipe or channel, f, which leads into the tank 0, so the air whichis forced out of the cylinder A is forced or injected into the tank 0and stored up for future use. Th e inj cction-valve casings K L areshown attached to the cylinder A in sideview in Fig. 5. hen the piston Bpasses in the direction of the arrow, Fig. 4, the vent-valve (l in theinjection-valve casing L, which corresponds to the vent-valve (Z in theinjection-valve casing K, Fig. 7, is opened, allowing air to enter theinterior of the cylinder A, while the vent valve 0 of saidinjection-valve casing L is closed, preventing the air from the tank 0escaping through the channel f, Fig. 5. On the return of the piston B inthe direction opposed to that of the arrow, Fig. 4, the vent-valve (Z ofthe injection-valve casing K opens and the vent-valve e closes, whilethe vent (Z of the inj ection-valve casing L closes, the vent-valve 0opens, and airis forced through the injectionvalve casing L into thetank C. The downward passage of the car on a grade thus is utilized incontinuously forcing air into the tank G, and storing up energy. \Vhenthe vehicle arrives at a level or at an upgrade, the deliverywalves D Eare opened and the energy in the tank 0 again operates the mo tor. Whenthe downgrade on which the vehicle passes is not steep enough to allowof the piston B forcing air into the tank 0, the injection-valve casingsK L can be thrown out of operation by drawing the lever r swinging onthe fulcrum 71,, Fig. 7, in the direction of the arrow 5 until the arm ion the lever y forces the vent valve d away from its seat and holds itthus removed, when the air will pass in and out of the interior ofcylinder A through the vent d, which vent-valve is not now able to shut.Th eselevers g, of which each discharge valve casing K L has one, can beoperated by a rod, a, extending to both ends of the vehicle, andactuated by the handles or wheels 3 in the same manner as the rods b 0are actuated by the crank-handles or hand-wheels 2 and 1. (See Figs. 3,5, and 7.)

In Fig. 5 the rod a is shown as connected to adisk or a crank whichconnects by rods or chains (shown in dotted lines in Fig. 5) with thelevers g; or any other suitable connection may be employed to enable therod u. to actuate the levers hen the descent of the vehicle on adowngrade is not abrupt enough to force air through the valve-casings Kand L into the tank 0, provision is made to nevertheless store up theenergy generated by providing a secondary injection-valve, which doesnot require so much power to operateit as the valves of theinjectionvalve casings K L. This secondary injectionvalve'is shown indetail in Fig. 6, and it has a cyl inder, 0, Figs. 2 an d 6,in whichmoves a piston, M, operated by a piston-rod, N, to which motion will becommunicated by a crank on one of the axles of the vehicle. The front orface Q of the injection-cylinder O is perforated, so as to allow air topass readily into and out of the space between the piston M. andcylinder-head Q. The space in the cylinder 0 behind the piston M isprovided with an inlet vent-valvc, I, and an outlet vent leading intothe tube S, which communicates with the tank 0.

As the injectioitcylinder 0 may be made of small form it will notrequire much power to operate the piston M, when air will be drawn inthrough the 'inlet vent-valve l on the forward motion of the piston M,and said air will be forced through the tube S into the tank G on thereturn-stroke of the piston. By means of the lever B the vent-valve Pcan be forced away from its seat and so held away, when the air willpass in and out through the seat of the vent-valve P without enteringthe tube S, thus throwing the secondary injection apparatus out ofoperation. This lever B can be operated by a rod and hand-wheel, 6, inthe same manner as the cranks 3 operate the rod a, levers g, andvent-valves d of the inj ectionvalve casings K L.

The secondary injectioirvalve 0 may be thrown into operation at anysuitable occasionas, for example, when it is desired to retard the speedof the car on a level, as well as when the car is passing 011 adowngrade.

To stop the car, air-brakes T T, Fig. 2, may also be provided, which canbe operated by valves actuated by levers 4 4., to allow the compressedair in the tank 0 to act on the brakes T. As the construction of. theseair-brakes T and their manner of application and operation may conformto those of air-brakes well known on railroad-trains operated by steam,such brakes need not be shown or described in detail.

In Fig. 8 is more specifically shown a mann ner iuwhich the rod to mayoperate the lever r of the injection-valve casings K L. One lever 9 maybe attached to the link or rod a", and the other one to link or rod a",said links or rods a and a being also connected to the periphery of arevolving disk, (0. To the disk S, and the lovers g are moved away fromthe vent-valves d in the injection-valve casings K L. On moving the roda in the direction opposed to that of the arrow shown on it in Fi 8, thedisk a again revolves, and the links or rods a a are again moved inopposite directions, as before, but in directions opposed to the arrowsshown in Fig. 8 on said links or rods (1 a, and the levers g are movedtoward the vent-valves d in the injection-valve casings K L. I may alsonote that when the tank 0 is in communication with the cylinder A andthe energy in said tank 0 is operating the piston 13, the pressure ofair in the cylinder A forces shut the vent-valves d in theinjectionvalve casings K L, thus preventing escape of air and avoidingany waste, while the pressure in the tank 0 forces shut the vent-valvese in said injection valve casings and holds the ventvalves 6 closed,since the piston 13 keeps continuously moving, thus continuouslyenlargin g that space in the cylinder A into which the compressed airflows at any moment from the tank 0, and tending to make the pressurefrom the interior of the cylinder A upon any one of the vent-valves esomewhat less than the pressure from the interior of the tank 0 upon thevent-valves 0, thus preventing opening the vent-valves e.

What I claim as new, and desire to secure by Letters Patent, is

1. In a motor, the combination of the cylinder A, the piston B, theinjection-valve casing K, communicating with the cylinder at one end andprovided with the two ventvalves 11 e, a storage-tank, O, and achaiinel, f, for connecting the injection-valve casing with the tank andcontrolled by the vent-valve 0, one of said vent-valves being closed andthe other opened by the escape of air from the cylinder, substantiallyas described.

2. The combination, in a motor, of the cylinder A, the piston 13,theinjection-valve casings K L at the ends of the cylinder, respectively, and communicating therewith, each casing provided with the twovent-valves d e, a storage-tank, O, and the channels f, for connectingthe injection-valve casings with the tank and controlled by thevent-valves 0, one of the vent-valves of each valve-casing being closedand the other opened by the escape of air from the cylinder,substantially as described.

3. The combination, in a motor, of the cyla swinging lever for holdingthe vent-valve d from its seat to permit the free escape of air from thecylinder, substantially as described.

4. The combination, in a motor, of the cylinder A, piston B, theinjection-valve casings K L, communicating, respectively, with the endsof the cylinder, and each provided with two vent-valves, cl 6, thestorage-tank G, the channels f, connecting the valve-casings with thestoragctanks and controlled by the ventvalves 6, and levers having armsfor holding the vent-valves d from their seats to permit the free escapeof air from the opposite ends of the cylinders, substantially asdescribed.

5. The combination, in a motor, of the cyl inder A, the piston 13, theinjection-valve casing K, communicating with one end thereof andprovided with two vent-valves, d c, a storage-tank, O, a channel, f,connecting the valve-casing with the tank and controlled by thevent-valve e, the delivery-valve D, and the secondary delivery-valve E,for controlling the passage of air from the tank to the cylinder,substantially as described.

6. The combination, in a motor, of the cylinder A, the pistonB, theinjection-valve casing K, communicating with one end thereof andprovided with two vent valves, (1 e, a storage-tank, G, a channel, f,connecting the valve-casing with the tank and controlled by thevent-valve c, the slide-valve G, the delivery valve D, and the secondarydeliveryvalves E, substantially as described.

7. The combination, in a motor, of the cylinder A, the piston B,theinjection-valve casing K, provided with the vent-valves d c, with thesecondary injection-valve, composed, essentially, of the cylinder 0,vent-valve P, and a valved tube or channel, S, substantially asdescribed.

In testimony whereof Ihave hereunto set my hand and seal in the presenceof two subscribing witnesses.

CIJAI S DANIEL l'ADEIlSll-N. [t. s]

Vitnesses:

W. I-IAUFF, WILLIAM G. I-IAUFF.

